View source for Suzuki Fronte

{{Short description|Japanese automobile produced by Suzuki}}

{{Use British English|date=October 2024}}
{{distinguish|Suzuki Fronx}}

The '''Suzuki Fronte''' ({{langx|ja|スズキ・フロンテ}}) is an [[automobile]] introduced in March 1962 as a sedan version of the [[Suzuki Suzulight|Suzulight]] Van. The nameplate remained in use for Suzuki's [[Kei car]] sedans as well as some commercial-use derivatives until it was replaced by the [[Suzuki Alto|Alto]] (originally only used for commercial vehicles) in September 1988. 

The "[[wikt:fronte|fronte]]" nameplate initially alluded to the fact that the initial Fronte was front-wheel-drive, but during the years when the Fronte was [[Rear-engine, rear-wheel-drive layout|rear-engined, rear-wheel-drive]], Suzuki stated that it referred to their aim of being at the front of the Kei class.

[[File:Suzuki Fronte LC10 001.JPG|thumb|right|Fronte 360 (LC10)]]

=={{anchor|Suzulight Fronte|TLA|FEA}} Suzulight Fronte (TLA/FEA)==
[[File:Suzuki-SuzulightFronteTLA.JPG|thumb|Suzulight Fronte TLA (1962-63)]]
The [[Suzuki Suzulight#Suzulight 360|Suzulight Van]]-based TLA Fronte was introduced in March 1962 as a passenger car version of the popular light van. Built at Takatsuka Assembly in Hamamatsu, the Suzulight Fronte was based on the earlier Suzulight SS series, itself a fairly straightforward copy of the even older [[Lloyd (car)#Models|Lloyd LP400]], and as such had a transversely mounted two-cylinder, [[two-stroke]] engine driving the front wheels. Suspension was independent on all four wheels, with transverse double leafsprings on both axes.<ref name=Ruiz>{{cite book | ref = ruizM | last = Ruiz | first = Marco | title = 'The Complete History of the Japanese Car: 1907 to the Present | publisher = ERVIN srl | location = Rome | date = 1986 | page = 166 | isbn = 0-517-61777-3 }}</ref> 2,565 were built in the first year.<ref name=Ruiz/> Power was {{cvt|25|PS|kW|0}} at 6000&nbsp;rpm, from a unique engine (also called "TLA") with its cylinders cast separately rather than in a single block. Of 360&nbsp;cc (64.0 × 56.0&nbsp;mm) this method allowed for a lower production cost and better cooling, allowing Suzuki to price the TLA below the more spartan TL Van.<ref name=senshu>{{cite journal | url = http://ir.acc.senshu-u.ac.jp/index.php?action=pages_view_main&active_action=repository_action_common_download&item_id=3879&item_no=1&attribute_id=15&file_no=1&page_id=13&block_id=52 | page = 76 | script-title=ja:二輪自動車産業における寡占体制形成 | trans-title = Oligopolistic structure formation in the motorcycle industry | ref = yuki | journal = Economic Bulletin of Senshu University | location = Tokyo, Japan | language = ja | volume = 47 | number = 1 | year = 2012 | last = Mizukawa | first = Yuki}}</ref> As with the light commercials on which it was based, the transmission was a three-speed manual with an unsynchronized first gear and a column-mounted shifter.<ref name=keimem59>{{cite book | ref = 360mem | script-title =ja:360cc: Nippon 軽自動車 Memorial 1950→1975 |trans-title=Nippon Kei Car Memorial 1950-1975 | language = ja | publisher = Yaesu Publishing | date = 2007 | page = 59 | location = Tokyo | isbn = 978-4-86144-083-0 }}</ref>

The TLA engine had problems with seizing after prolonged use of high revs and after only one year's production, it was replaced by the new [[Suzuki FB series engine#FE|FEA engine]].<ref name=Moby1>{{cite web | url = https://news.livedoor.com/article/detail/23598202/ | archiveurl = https://web.archive.org/web/20250310040246/https://news.livedoor.com/article/detail/23598202/ | archivedate = 2025-03-10 | url-status = live | title = 「パクリではない！」むしろデザインでは追い越していた？初代スズキ スズライトフロンテ | trans-title = "It's not a copy!" did it, in fact, surpass the original in terms of design? The first generation Suzuki Suzulight Fronte | language = ja | work = Moby | publisher = Livedoor News | date = 2023-01-26 }}</ref> This also featured the SELMIX automatic lubrication system, improved fuel economy and eliminated the need for pre-mixed petrol for the two-stroke engine. Power was down somewhat, to {{cvt|21|PS|kW|0}}. This was counteracted by the installation of a new, all-synchronized four-speed gearbox.

[[File:1965 Suzulight Fronte FEA-II, front left (Suzuki Plaza).jpg|thumb|left|1965 Suzulight Fronte FEA-II; this facelift model predated the [[Mini#Clubman|Mini Clubman]] by nearly four years]]
In May 1963, two of the recently introduced FE-powered Suzuki Frontes<ref>{{cite web | url = http://www.jaf.or.jp/CGI/msports/results/n-race/detail-result.cgi?mode=detail&race_id=1440&no=9 | script-title=ja:大会詳細結果 |trans-title=Detailed race results | language = ja | publisher = Japan Automobile Federation | access-date = 2013-09-27}}</ref> came in first and second in their class at the inaugural [[Japanese Grand Prix]] (Class C1, for engines with less than 400&nbsp;cc), with an average speed of {{convert|89.763|km/h|mph|abbr=on}}.<ref name=oz25>[[#OKsuz|Ozeki]], p. 25</ref><ref>{{cite web | archive-url = https://web.archive.org/web/20131002040807/http://www.jama.or.jp/lib/jamagazine/200605/16.html | url = http://www.jama.or.jp/lib/jamagazine/200605/16.html | work = JAMAGAZINE | script-title=ja:モノづくりの現場から　-第29回- |trans-title=From the manufacturing field, no. 29 | language = ja | publisher = Japan Automobile Manufacturer's Association (JAMA) | date = May 2006 | archive-date = 2013-10-02 }}</ref> Two more Frontes came in fourth and eighth places.<ref>{{cite web | url = http://www.suzuki.co.jp/cpd/koho_j/museum/1-2.htm#2 | title = 1963年 スズライト フロンテ FEA | trans-title = 1963 Suzulight Fronte FEA | language = ja | access-date = 2013-09-27 | url-status = dead | archive-url = https://web.archive.org/web/20131002212353/http://www.suzuki.co.jp/cpd/koho_j/museum/1-2.htm#2 | archive-date = 2013-10-02 }}</ref> The winning driver was Osamu Mochizuki (望月 修) who crossed the finish line just ahead of teammate Haruhisa Fujita (藤田 晴久), both a full minute ahead of the third-placed [[Subaru 360]].<ref name=JAF2>{{cite web | url = http://www.jaf.or.jp/CGI/msports/results/n-race/detail-result.cgi?race_id=1440&window_flg=1 | script-title=ja:競技結果: 第１回日本グランプリ自動車レース大会 |trans-title=Competition Results: 1st Japan Grand Prix motor racing tournament | language = ja | publisher = Japan Automobile Federation | access-date = 2013-09-27}}</ref> The fastest lap was also made by a Fronte, by eighth-place finisher Isamu Kawashima, who managed a lap speed of {{convert|90.72|km/h|mph|abbr=on}} around the {{convert|6|km|mi|1|abbr=on}} course.<ref name=JAF2/>

In October 1965 the further improved CCI engine (Cylinder Crank Injection), which further cut down oil consumption and startup smoke. The FEA-II engine also gained an extra horsepower, for a total of 22. The FEA-II also received a new front-end treatment, aping its bigger brother the [[Suzuki Fronte 800|Fronte 800]]. Production was about 150 cars per month at this time (2,101 Frontes had been built in 1963), very low compared to the 2,000 or so [[Subaru 360]] built monthly.<ref name=Raito>{{cite web | url = https://minkara.carview.co.jp/userid/417576/blog/36376817/ | archive-url = https://web.archive.org/web/20201030031608/https://minkara.carview.co.jp/userid/417576/blog/36376817/ | archive-date = 2020-10-30 | title = スズライトを知っていますか 後編 | trans-title = Do you know Suzulight? (Part 2) | language = ja | date = 2015-09-06 | work = Carview Corporation }}</ref> In 1966 this became known as the "New FEA" after another slight facelift which included a new dashboard.<ref name="S24">[[#OZsuz|Ozeki]], p. 24</ref> By the end of its production run (1967), the Suzulight Fronte was beginning to look rather dated, especially at the rear end, and the chassis was positively archaic.
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=={{Anchor|LC10|Fronte 360}}Fronte 360 (LC10)==
{{Infobox automobile
| name = Fronte 360 sedan
| image = 1969 Suzuki Fronte Super Deluxe LC10.jpg
| assembly = [[Suzuki#Production facilities|Kosai Assembly Plant]], [[Hamana District, Shizuoka|Hamana-gun, Shizuoka]], Japan
| layout = [[RR layout]]
| engine = {{ubl | 356&nbsp;cc ''[[Suzuki LC10 engine|LC10]]'' [[Two-stroke engine|two-stroke]] [[Straight-three engine|I3]] | 475&nbsp;cc ''[[Suzuki LC10 engine#LC50|LC50]]'' two-stroke I3 (export only) }}
| transmission = 4-speed manual
| wheelbase = {{Convert|1960|mm|in|1|abbr=on}}
| length = {{Convert|2995|mm|in|1|abbr=on}}
| width = {{Convert|1295|mm|in|1|abbr=on}}
| height = {{Convert|1290|mm|in|1|abbr=on}}
| weight = {{Convert|425|kg|abbr=on}}
| body_style = 2-door sedan
| production = March 1967&ndash;October 1970
}}

The [[Suzuki]] Fronte 360 two-door sedan (chassis code LC10) was introduced in March 1967 to replace the earlier Suzulight Fronte.<ref name="CG70.1">{{cite book | title = Car Graphic: Car Archives Vol. 5, '70s Japanese Cars | publisher = Nigensha | year = 2007 | language = ja | page = 140 | location = Tokyo | isbn = 978-4-544-09175-5}}</ref> The "Y-16", as the project had been known, had a rear engine and ten inch wheels for maximum packaging.<ref name="SuzStory">[[#OZsuz|Ozeki]], p. 28</ref> The car sprang from the 1961 "FC" project, also with a rear-engine but with rear-hinged doors, a reverse-angle rear window (à la the [[Ford Anglia]]) and an overall rakish profile.<ref name="Meyer6">{{cite journal | ref = Meyer | journal = AutoPhyle | issue = Spring, #2 | year = 1996 | volume = 5 | last = Meyer | first = Allan G. Y. | page = 6 | title = Suzuki Fronte, Queen For a Day | location = Watsonville, CA}}</ref> This earlier stillborn project, called the "Suzulight Sports 360", was a reaction to the success of the rear-engined [[Subaru 360]] and had a unique 360&nbsp;cc two-cylinder engine. Even earlier (1960), there was an open two-seater prototype called the FA, with the same engine and layout as used in the FC.<ref name=klassieker>{{cite web | url = http://www.suzukiklassiekers.nl/suzuki-fronte/suzuki-fronte-geschiedenis | archive-url = https://web.archive.org/web/20160815133734/http://suzukiklassiekers.nl/suzuki-fronte/suzuki-fronte-geschiedenis | title = Suzuki Fronte Geschiedenis | publisher = Suzuki klassiekers |date = 2015-02-26 | first = Johan | last = Schoenmaker |trans-title=The history of the Suzuki Fronte | language = nl | archive-date = 2016-08-15 }}</ref> Suzuki's new test track in [[Ryūyō, Shizuoka|Ryūyō]] was put to intense use for the development program, while tropical and cold weather testing was carried out in Thailand and on [[Hokkaido]] respectively.<ref name=klassieker/> In the Japanese domestic market, the Fronte competed directly with the [[Mitsubishi Minica]], [[Honda N360]], [[Daihatsu Fellow]], and the [[Subaru 360]].

Its overall shape is of a roundish profile, soon nicknamed [[Daruma doll|"Daruma"]] for a Japanese roly-poly doll - this is the smallest (and arguably the only [[Kei car|Kei Jidosha]]) car to use the "[[coke bottle styling]]" which became popular in the [[United States]] in the mid-1960s.<ref name="Meyer6"/> The wheelbase was {{cvt|1960|mm|in|1}}, the suspension independent with coil springs and the engine was an all new 356&nbsp;cc three-cylinder air-cooled two-cycle unit which was also called the [[Suzuki LC10 engine|LC10]]. The transmission was a four-speed manual, originally with synchromesh on the top three gears only. The rear lights and the front indicators used the same lenses, only of different colours. In a break with Fronte's front-wheel drive traditions, the powertrain was placed transversely in the rear, as was becoming the norm for kei cars of the period. The LC10 Fronte was dubbed the "Queen of the keis" by Suzuki's marketing department<ref name="Meyer6"/> - a claim which may have influenced Subaru to name their 360 replacement the "[[Subaru Rex|Rex]]".<ref name="Meyer8">[[#Meyer|Meyer]], p. 8</ref>

The LC10 was introduced with great fanfare and a large marketing campaign, which included television commercials. First reaching dealerships on 27 May 1967, market response was immediate and strong. While the original target production was 3000 per month, this was soon nearly tripled. Monthly production remained above 8000 until the end of the LC10's life.<ref>[[#OZsuz|Ozeki]], p. 32</ref> A new, additional factory in [[Iwata, Shizuoka|Iwata]] was opened in August 1967 to add supplementary capacity.<ref name=klassieker/> As production ramped up, minor running changes were made: little details like the shape of the turn signal lights were changed, while the chrome windshield surround was made thinner a few months into production; early Deluxe and Super Deluxe models also received clear headlight covers but later these were reserved for the sporty variants.<ref name=Dice50th>{{cite web | url = https://ameblo.jp/5-dice/entry-12711274055.html | archive-url = https://web.archive.org/web/20250316014554/https://ameblo.jp/5-dice/entry-12711274055.html | archive-date = 2025-03-16 | title = フロンテクーペ50周年記念イベント　スズキ歴史館 | trans-title = Fronte Coupé 50th Anniversary Event, Suzuki History Museum | language = ja | work = 黒いダイスが俺を呼ぶ | date = 2021-11-19 }}</ref> The Fronte soon received a very minor update reflecting stricter safety laws; as of October 1968 it sported a driver's side integrated headrest, seat belts up front, and turn signal flashers on all four corners.<ref name=keimem70>''[[#360mem|Nippon 軽自動車 Memorial]]'', p. 70</ref>

While in overall a fairly simple and light car, the triple carburettors were awkwardly located at the front of the engine, behind the rear seat. To adjust them, a mechanic would have to reach through a small egg-shaped opening from the rear seat.<ref name="Meyer6"/> Another complaint touched on the car's near absence of luggage space.<ref name=RT268>{{cite magazine | magazine = [[Road & Track]] | first = Jack | last = Yamaguchi | page = 114 | date = February 1968 | title = 14th Tokyo Motor Show: & Still Trying Harder }}</ref> There was even a brochure made of a US-market Fronte 360, complete with miles-per-hour speedo and uncovered sealed-beam headlights, but most likely none were brought over.<ref name="Meyer7">[[#Meyer|Meyer]], p. 7</ref>

In November 1968 came the ''Suzuki Fronte SS 360'' with {{cvt|36|PS|kW|0}}, with the sportier yet ''Suzuki Fronte SSS'' following in April 1970. The SS was the quickest kei-car yet, managing to break the twenty second barrier in reaching 400&nbsp;metres from standing with 19.95&nbsp;seconds.<ref name="CG70.1"/> The car had different wheels and also featured a rev counter.<ref name="Meyer6"/> It was introduced with an unusual marketing stunt: racing driver [[Stirling Moss]] and [[Isle of Man TT|TT]]-winning motorcycle racer [[Mitsuo Itoh]] were engaged to drive two SS Frontes (one red, one pale yellow) on a high-speed demonstration journey along Italy's {{cvt|750|km|mi|0}} ''[[Autostrada A1 (Italy)|Autostrada del Sole]]'' leading from Milan to Napoli. In the end, the average speed attained was {{cvt|122.44|km/h|mph|2}}, respectable for a car with an engine smaller than those of most motorcycles.<ref>[[#OZsuz|Ozeki]], p. 31</ref> The original car currently resides in Suzuki's museum in [[Hamamatsu]]. In 1969 the "SS Standard" model also appeared, with the powerful engine but with a minimum of trim, specifically intended for competition purposes.

There was also an export version introduced in January 1969, the ''Suzuki Fronte 500'' with the engine enlarged to 475&nbsp;cc. This was only built in De Luxe trim.<ref name=klassieker/> The 500 produces {{convert|29|PS|kW|0|abbr=on}} at 6000&nbsp;rpm, four more than does the original 360 export version. In May 1969 the Fronte received its first real facelift. The dashboard was modernized by two square gauges instead of a large oval one, the ignition key was moved from the dashboard to the steering column and the two-tone interior was changed to simply black.<ref name=klassieker/> Externally, the decorative trim pieces in the front grille and on the air inlets at the rear were replaced by real grilles. First gear was also synchronized, unlike on earlier cars. In July 1969 the Fronte S appeared, which offered the SS equipment but with the more economical 25&nbsp;PS engine.<ref name=keimem73>''[[#360mem|Nippon 軽自動車 Memorial]]'', p. 73</ref> Another facelift took place in April 1970, when the grille became more ornate and the sporting version was rebaptized "SSS". Marketing materials referred to this version as the "New Fronte". Two new engines of {{cvt|31|and|34|PS|kW|0}} were installed, while the original 25&nbsp;PS version was discontinued. The more powerful version was installed in the Hi-Super DX and S versions.<ref name=keimem75>''[[#360mem|Nippon 軽自動車 Memorial]]'', p. 75</ref> Production ended in October 1970, in advance of the succeeding "Stingray" Fronte.<ref name="CG70.1"/>

<gallery widths=200 heights=140>
File:Suzuki Fronte 360SS.jpg|The 1968 Fronte SS 360 driven by Stirling Moss
1970 Suzuki Fronte SSS rear.jpg|1970 Suzuki Fronte '''SSS''' (rear)
File:1972 Suzuki Fronte 500 De Luxe (53071547152).jpg|Suzuki 500 Deluxe (Netherlands, export version with left-hand drive)
</gallery>

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=={{Anchor|Van|LS10|LS11|LS20}}Fronte Van/Estate/Custom (LS10/LS20)==
[[File:Suzuki Fronte Van.jpg|thumb|left|1969 LS10 Fronte Van]]
January 1969 saw the arrival of the Suzuki Fronte Van three-door wagon (LS10) as a successor to the [[Suzulight|Suzulight FE-series Van]] which had been built alongside the LC10 for a couple of years. The LS10 featured a conventional drivetrain lay-out (engine in front, rear wheel drive), a rear rigid axle with [[leaf spring]]s and a wheelbase of {{Convert|1995|mm|in|1|abbr=on}}. Design was square in style, radically different from the Fronte sedan. To begin with, the rear opening was a single unit, hinged at the top. The engine was the air-cooled 356&nbsp;cc '''[[Suzuki LC10 engine#LC10|LC10]]''' two-cycle three-cylinder unit, here detuned to {{Convert|25|hp|kW|0|abbr=on}} for a top speed of 105&nbsp;km/h.<ref name=keitruck>{{cite book | title = 360cc 軽商用貨物自動車 1950-1975 |trans-title=360cc: Light Commercial Truck 1950-1975 | publisher = Yaesu Publishing | location = Tokyo | pages = 44–45 | language = ja | year = 2009 | isbn = 978-4-86144-139-4}}</ref> The Van (and its subsequent siblings) has [[MacPherson strut]]s in front and semi-elliptic [[leaf spring]]s in rear.<ref name=motormonthly>{{cite journal | journal = 月刊自動車 [The Motor Monthly] | title = New Fronte (フロンテ) 360 | language = ja | page = 21 | volume = 11 | number = 8 | date = August 1969 | id = 3439}}</ref> Unusually for Japanese cars, the spare wheel was mounted in the engine compartment - something more commonly seen in French cars - to help free up more space for luggage.

By July 1969 a three-door wagon version intended for private use arrived, the '''LS11''' ''Suzuki Fronte Estate'', to give passenger car buyers a model with more luggage room without the indignity of having to buy a commercial vehicle.<ref name=keimem73/> The Estate had the same top-hinged rear opening, but featured a more comfortable, while still folding, rear seat. There was also a folding luggage shelf in the trunk.<ref name=motormonthly/> Sops to safety, already somewhat better than the regular Fronte because of the engine location and the driver's seat being located farther back, included an anti-glare dashboard and a round horn pad in the steering wheel.
{| class="wikitable collapsible collapsed" rules="all" style="float: right; border:solid 1px #1C1C1C; font-size:85%; empty-cells:show;"
|+'''Data table (expands)'''
! colspan = 5 width=255 style="background-color:#383d7c;color:white;font-size:115%" | Suzuki Fronte Van/Estate/Custom
|-
| style="background-color:#99a9ba;" | 
! style="background-color:#e1e2f3" | '69 '''Fronte Van (LS10)'''<ref name=keitruck/>
! style="background-color:#e1e2f3; border-right: 2px solid #383d7c" | '72 '''Fronte Van (LS20)'''<ref>''Suzuki Fronte Van'' (catalog), Suzuki Motor Corporation, 1972</ref>
! style="background-color:#e1e2f3" | '69 '''Fronte Estate (LS11)'''<ref>''Suzuki Fronte'' (catalog), Suzuki Motor Corporation, fall 1969</ref>
! style="background-color:#e1e2f3" | '70 '''Fronte Hi-Custom (LS11)'''<ref name="Fronte 71">''Suzuki Fronte 71'' (catalog), Suzuki Motor Corporation, 1970</ref>
|-
| width=100 style="background-color:#e1e2f3;" | '''Body'''
| colspan = 2 align="center" style = "border-right: 2px solid #383d7c" | 3-door wagon (commercial)
| align="center" | 3-door wagon (passenger car)
| align="center" | 2-door sedan (passenger car)
|-
| width=100 style="background-color:#e1e2f3;" | '''Transmission'''
| colspan = 4 align="center" | [[Front-engine, rear-wheel drive layout|FR]], 4-speed manual
|-
| style="background-color:#e1e2f3;" | '''Suspension F/R'''
| colspan = 4 align="center" | [[coil spring]]s / [[Leaf spring|leaf sprung]] [[live axle]]
|-
| style="background-color:#e1e2f3;" | '''Brakes F/R'''
| colspan = 4 align="center" | [[Drum brake|drums]] / drums
|-
| style="background-color:#e1e2f3;" | '''Wheelbase'''
| colspan = 4 align="center" | {{Convert|1995|mm|in|1|abbr=on}}
|-
| style="background-color:#e1e2f3;" | '''Length/width/height'''
| colspan = 4 align="center" | 2995/1295/1380&nbsp;mm <br/> 117.9/51.0/54.3&nbsp;in
|-
| style="background-color:#e1e2f3;" | '''Empty weight'''
| align="center" | {{convert|500|kg|lb|0|abbr=on}} <br/> Super DeLuxe: {{convert|505|kg|lb|0|abbr=on}}<ref>{{citation | title = Suzuki Business Car ''(Catalog)'' | publisher = Suzuki | year = 1971}}</ref>
| align="center" | {{convert|505|kg|lb|0|abbr=on}} <br/> Super DeLuxe: {{convert|510|kg|lb|0|abbr=on}}
| colspan = 2 align="center" | {{convert|500|kg|lb|0|abbr=on}}
|-
| style="background-color:#e1e2f3;" | '''Engine'''
| align="center" | '''[[Suzuki LC10 engine#LC10|LC10]]''' air-cooled, 2-stroke inline 3
| align="center" | '''[[Suzuki FB series engine#L50|L50]]''' water-cooled, 2-stroke inline 2
| colspan = 2 align="center" | '''[[Suzuki LC10 engine#LC10|LC10]]''' air-cooled, 2-stroke inline 3
|-
| style="background-color:#e1e2f3;" | '''Displacement'''
| align="center" | 356&nbsp;cc (52.0 x 56.0mm)
| align="center" | 359&nbsp;cc (61.0 x 61.5mm)
| colspan = 2 align="center" | 356&nbsp;cc (52.0 x 56.0mm)
|-
| style="background-color:#e1e2f3;" | '''Carburetor'''
| colspan = 4 align="center" | 1 downdraught single-barrel
|-
| style="background-color:#e1e2f3;" | '''Power ([[Horsepower#Society of Automotive Engineers/SAE International|SAE]])'''
| align="center" | {{Convert|25|PS|kW|0|abbr=on}} at 6500&nbsp;rpm
| align="center" | {{Convert|28|PS|kW|0|abbr=on}} at 5500&nbsp;rpm
| align="center" | {{Convert|25|PS|kW|0|abbr=on}} at 6500&nbsp;rpm
| align="center" | {{Convert|30|PS|kW|0|abbr=on}} at 6500&nbsp;rpm
|-
| style="background-color:#e1e2f3;" | '''Torque'''
| align="center" | {{convert|3.2|kgm|Nm lbft|0|abbr=on}} at 5000&nbsp;rpm
| align="center" | {{convert|3.8|kgm|Nm lbft|0|abbr=on}} at 5000&nbsp;rpm
| align="center" | {{convert|3.2|kgm|Nm lbft|0|abbr=on}} at 5000&nbsp;rpm
| align="center" | {{convert|3.7|kgm|Nm lbft|0|abbr=on}} at 5500&nbsp;rpm
|-
| style="background-color:#e1e2f3;" | '''Top Speed'''
| align="center" | {{Convert|105|km/h|mph|0|abbr=on}}
| align="center" | &nbsp;
| align="center" | {{Convert|105|km/h|mph|0|abbr=on}}
| align="center" | {{Convert|110|km/h|mph|0|abbr=on}}
|-
| style="background-color:#e1e2f3;" | '''Payload'''
| colspan = 2 align="center" | {{convert|300|kg|lb|abbr=on}} <br/> Or 150&nbsp;kg with 4 occupants
| colspan = 2 align="center" | n/a
|-
| style="background-color:#e1e2f3;" | '''Tires'''
| colspan = 2 align="center" | 4.50 x 10 4PR
| colspan = 2 align="center" | 4.80 x 10 2PR
|-
| style="background-color:#e1e2f3;" | '''Introductory <br/> price'''
| align="center" | Standard: ¥313,000 <br/> DeLuxe: ¥340,000 <br/> Super DeLuxe: ¥368,000<ref>Suzuki Digital Museum Online, [http://www.suzuki.co.jp/cpd/koho_j/museum/2-1.htm Frontier Period 1966-1977 (フロンティア期 1966-1977)] {{webarchive|url=https://web.archive.org/web/20110303083811/http://www.suzuki.co.jp/cpd/koho_j/museum/2-1.htm |date=2011-03-03 }}. Accessed on 2010-10-08</ref>
| align="center" | &nbsp;
| align="center" | ¥372,000
| align="center" | ¥394,000<ref>{{cite book | title = World Cars 1972 | publisher = L'Editrice dell'Automobile LEA/Herald Books | location = Bronxville, NY | page = 382 | year = 1972 | isbn = 0-910714-04-5}}</ref>
|-
|}

In June 1970 the Estate model was succeeded by the ''Suzuki Fronte Custom'', also using the LS11 model code. The Custom had the same wagon body style but lacked a top opening at the rear.<ref>''Suzuki Story'', p.37</ref> While it received a new grille it came with a downwards opening trunk lid only, possibly to please the private customer who found the luggage room in the rear-engined Fronte too small by disguising the fact that a wagon (not popular in Japan in those days) was involved. Thus, the Fronte Custom became one of only two wagons ever without a bottom to top back opening, the other being the 1941-42 [[Chrysler Town & Country (1941–1988)|Chrysler Town and Country]] (The [[Austin A40]] Farina had a similar layout but was marketed as a sedan in that form). A more luxurious and powerful ({{Convert|30|PS|kW|0|disp=or|abbr=on}}, 110&nbsp;km/h) Hi-Custom version was added two months later, but the entire Custom range was deleted in early 1971<!-- February -->.<ref name=keimem75/> A total of 5,719 LS11s were built (Estate, Custom, and Hi-Custom), with seven eighths of the total having been built in calendar year 1970.<ref>{{citation | title = 鈴木自動車工業 70年史 | trans-title = Suzuki Motor Corporation 70 Years History | location = Hamamatsu, Japan | page = 141 | date = April 1990 | publisher = Suzuki Motor Co., Ltd., Corporate Planning Department }}</ref> Also in 1971 the Fronte Van received a minor facelift (called "Fresh New Fronte Van" in period marketing material), including a somewhat baroque new grille and a new, horizontally divided two-piece tailgate. The twin round taillights were also replaced by rectangular units. This version also featured Suzuki's new self-lubricating "CCIS" system ('''C'''ylinder '''C'''rank '''I'''njection and '''S'''elmix).

In March 1972 the Fronte Van received the two-cylinder, two-stroke water-cooled 28&nbsp;hp '''[[Suzuki FB series engine#L50|L50]]''' engine also used in the [[Suzuki Carry]], becoming the '''LS20''' in the process. A new grille gave away the changes underneath the skin, as did prominent "Water Cooled" badges on the rear. Aside from the engine, the most important change was that the rear lid was now once again a top-hinged single-piece unit. As before, Standard, DeLuxe, and Super DeLuxe versions were available. The Fronte Van was replaced in April 1973 by the strange-looking [[#LS30|Fronte Hatch]]. Just under 28,000 of the LS20 Van were built in the thirteen months it was in production.
{{Clear}}

=={{anchor|Stingray|LC10W}} Sting Ray Fronte (LC10II/LC10W)==
{{multiple image | align = left | direction = vertical | width   = 200
| header = Suzuki Fronte '''LC10W'''
   | image1    = Suzuki Fronte LC10W 002.JPG
   | image2    = 1972 Suzuki Fronte GL-W.jpg
   | caption2 = Fronte 72 GL/W
   | caption1 = Fronte 71 GT/W }}
In November 1970, the third generation ''Suzuki Fronte 71'' (LC10 II) two-door sedan was introduced. Its aggressive design was commonly referred to as the "Sting Ray Look". The rear-engined chassis design and engine remained the same as its predecessor the LC10, although with a slightly longer {{Convert|2010|mm|in|1}} wheelbase. Other minor chassis differences were the addition of a front anti-roll bar and the change to a semi-trailing arm rear suspension layout.<ref name="Meyer8"/> There were 31, 34 or 36&nbsp;hp versions available, the lineup being topped by the S, SS, SSS and SSS-R (the letter "R" merely indicating the fitment of radial tires) versions.<ref>Ozeki, pp. 40-41</ref> As of May 1971 a water-cooled version, the LC10W, became available in either GL-W (34&nbsp;hp) or 37&nbsp;hp GT-W/GTR-W ("R" again meaning radial tires) versions. The success of the water-cooled models led Suzuki to quickly introduce further versions, with the lesser GO-W and GS-W models (also with 34&nbsp;hp) appearing two months later.

{| class="wikitable collapsible collapsed" rules="all" style="float: right; border:solid 1px #1C1C1C; font-size:85%; empty-cells:show;"
|+'''Fronte 71 Data table (expands)<ref name="Fronte 71"/>'''
! colspan = 7 width=250 style="background-color:#383d7c;color:white;font-size:115%" | Suzuki Fronte 71
|-
| style="background-color:#99a9ba;" | 
! width=100 style="background-color:#e1e2f3" | '''Standard'''
! width=100 style="background-color:#e1e2f3" | '''Super DeLuxe'''
! width=100 style="background-color:#e1e2f3" | '''Hi-Super'''
! width=100 style="background-color:#e1e2f3" | '''S'''
! width=100 style="background-color:#e1e2f3" | '''SSS'''
! width=100 style="background-color:#e1e2f3" | '''SSS-R'''
|-
| width=90 style="background-color:#e1e2f3;" | '''Transmission'''
| colspan = 6 align="center" | [[Rear-engine, rear-wheel drive layout]], 4-speed manual
|-
| style="background-color:#e1e2f3;" | '''Suspension F/R'''
| colspan = 6 align="center" | [[coil spring]]s and [[Double wishbone suspension|wishbones]] / coil springs and [[trailing arm]]s
|-
| style="background-color:#e1e2f3;" | '''Brakes F/R'''
| colspan = 6 align="center" | [[Drum brake|drums]] / drums
|-
| style="background-color:#e1e2f3;" | '''Wheelbase'''
| colspan = 6 align="center" | {{Convert|2010|mm|in|1|abbr=on}}
|-
| style="background-color:#e1e2f3;" | '''Length/width'''
| colspan = 6 align="center" | 2995/1295&nbsp;mm (117.9/51.0&nbsp;in)
|-
| style="background-color:#e1e2f3;" | '''Height'''
| colspan = 3 align="center" | {{Convert|1295|mm|in|1|abbr=on}}
| colspan = 2 align="center" | {{Convert|1260|mm|in|1|abbr=on}}
| align="center" | {{Convert|1250|mm|in|1|abbr=on}}
|-
| style="background-color:#e1e2f3;" | '''Empty weight'''
| colspan = 2 align="center" | {{convert|460|kg|lb|0|abbr=on}}
| align="center" | {{convert|465|kg|lb|0|abbr=on}}
| colspan = 3 align="center" | {{convert|460|kg|lb|0|abbr=on}}
|-
| style="background-color:#e1e2f3;" | '''Engine'''
| colspan = 6 align="center" | '''[[Suzuki LC10 engine#LC10|LC10]]''' air-cooled 2-stroke inline 3, CCI lubrication
|-
| style="background-color:#e1e2f3;" | '''Displacement'''
| colspan = 6 align="center" | 356&nbsp;cc (52.0 x 56.0mm)
|-
| style="background-color:#e1e2f3;" | '''Carburetor'''
| colspan = 6 align="center" | 3 single-barrel
|-
| style="background-color:#e1e2f3;" | '''Power ([[Horsepower#Society of Automotive Engineers/SAE International|SAE]])'''
| colspan = 2 align="center" | {{Convert|31|PS|kW|0|abbr=on}} at 6,000&nbsp;rpm
| colspan = 2 align="center" | {{Convert|34|PS|kW|0|abbr=on}} at 6,500&nbsp;rpm
| colspan = 2 align="center" | {{Convert|36|PS|kW|0|abbr=on}} at 7,000&nbsp;rpm
|-
| style="background-color:#e1e2f3;" | '''Torque'''
| colspan = 2 align="center" | {{convert|3.7|kgm|Nm lbft|0|abbr=on}} at 5,000&nbsp;rpm
| colspan = 2 align="center" | {{convert|3.7|kgm|Nm lbft|0|abbr=on}} at 5,500&nbsp;rpm
| colspan = 2 align="center" | {{convert|3.7|kgm|Nm lbft|0|abbr=on}} at 6,500&nbsp;rpm
|-
| style="background-color:#e1e2f3;" | '''Top Speed'''
| colspan = 2 align="center" | {{Convert|115|km/h|mph|0|abbr=on}}
| colspan = 4 align="center" | {{Convert|120|km/h|mph|0|abbr=on}}
|-
| style="background-color:#e1e2f3;" | '''Acceleration (0→400m)'''
| colspan = 2 align="center" | 21.5&nbsp;sec
| colspan = 2 align="center" | 20.5&nbsp;sec
| colspan = 2 align="center" | 19.9&nbsp;sec
|-
| style="background-color:#e1e2f3;" | '''Tires'''
| colspan = 5 align="center" | 5.20 x 10 4PR
| align="center" | 135 SR10
|-
|}

By November 1971, after a minor facelift including a new grille, the cars were called ''Suzuki Fronte 72''. The sporty air-cooled engines were dropped as the more refined water-cooled units became more and more popular, except in the very lowest end of the market. In March 1972, water-cooled GD-W (deLuxe) and GU-W (standard) were added.<ref name=nippon>''[[#360mem|Nippon 軽自動車 Memorial]]'', pp. 82-84</ref> In export markets, there was the Suzuki Fronte 500 with the 475&nbsp;cc '''[[Suzuki LC10 engine#LC50|LC50]]''' engine, also marketed as the ''Suzuki LC50'' (29&nbsp;PS, 115&nbsp;km/h). In October 1972 the Fronte 72 was replaced by the "New Fronte" (with a new fascia and bonnet). By this time, only the Standard model ("U") retained the air-cooled engine, with an available automatic clutch. The top-of-the-line "GT-W Type II" came equipped with front disc brakes, as did its sister model the Fronte Coupé GXCF.

{{clear-right}}
{| class="wikitable collapsible collapsed" rules="all" style="float: right; border:solid 1px #1C1C1C; font-size:85%; empty-cells:show;"
|+'''''New'' Fronte Data table (expands)<ref>''Suzuki New Fronte'' (catalog), Suzuki Motor Corporation, 1972</ref>'''
! colspan = 9 width=250 style="background-color:#383d7c;color:white;font-size:115%" | Suzuki ''New'' Fronte
|-
| rowspan = 2 style="background-color:#99a9ba;" | 
! style="background-color:#e1e2f3" colspan = 2 | Air-cooled Series
! style="background-color:#e1e2f3" colspan = 2 | Family Series
! style="background-color:#e1e2f3" colspan = 2 | Gorgeous Series
! style="background-color:#e1e2f3" colspan = 2 | Sports Series
|-
| width=100 style="background-color:#e1e2f3" align="center" | '''Standard''' <br/> <small>LC10IIU</small>
| width=100 style="background-color:#e1e2f3" align="center" | '''Autoclutch''' <br/> <small>LC10IIUA</small>
| width=100 style="background-color:#e1e2f3" align="center" | '''GU-W''' <br/> <small>LC10WGU</small>
| width=100 style="background-color:#e1e2f3" align="center" | '''GD-W''' <br/> <small>LC10WGD</small>
| width=100 style="background-color:#e1e2f3" align="center" | '''GF-W''' <br/> <small>LC10WGF</small>
| width=100 style="background-color:#e1e2f3" align="center" | '''GC-W''' <br/> <small>LC10WGC</small>
| width=100 style="background-color:#e1e2f3" align="center" | '''GT-W''' <br/> <small>LC10WGT</small>
| width=100 style="background-color:#e1e2f3" align="center" | '''GT-W typeII''' <br/> <small>LC10WGT-B</small>
|-
| width=90 style="background-color:#e1e2f3;" | '''Transmission'''
| colspan = 8 align="center" | [[Rear-engine, rear-wheel drive layout]], 4-speed manual
|-
| style="background-color:#e1e2f3;" | '''Suspension F/R'''
| colspan = 8 align="center" | [[coil spring]]s and [[Double wishbone suspension|wishbones]] / coil springs and [[trailing arm]]s
|-
| style="background-color:#e1e2f3;" | '''Brakes F/R'''
| colspan = 7 align="center" | [[Drum brake|drums]] / drums
| align = "center" | [[Disc brake|discs]] / drums
|-
| style="background-color:#e1e2f3;" | '''Wheelbase'''
| colspan = 8 align="center" | {{Convert|2010|mm|in|1|abbr=on}}
|-
| style="background-color:#e1e2f3;" | '''Length/width/height'''
| colspan = 6 align="center" | 2,995/1,295/1,295&nbsp;mm <br/> (117.9/51.0/51.0&nbsp;in)
| colspan = 2 align="center" | 2,995/1,295/1,260&nbsp;mm <br/> (117.9/51.0/49.6&nbsp;in)
|-
| style="background-color:#e1e2f3;" | '''Empty weight'''
| colspan = 2 align="center" | {{convert|460|kg|lb|0|abbr=on}}
| colspan = 5 align="center" | {{convert|475|kg|lb|0|abbr=on}}
| align="center" | {{convert|495|kg|lb|0|abbr=on}}
|-
| style="background-color:#e1e2f3;" | '''Engine'''
| colspan = 2 align="center" | '''[[Suzuki LC10 engine#LC10|LC10]]''' air-cooled 2-stroke inline 3, CCIS lubrication
| colspan = 6 align="center" | '''[[Suzuki LC10 engine#LC10W/LC20|LC10W]]''' water-cooled 2-stroke inline 3, CCIS lubrication
|-
| style="background-color:#e1e2f3;" | '''Displacement'''
| colspan = 8 align="center" | 356&nbsp;cc (52.0 x 56.0mm)
|-
| style="background-color:#e1e2f3;" | '''Carburetor'''
| colspan = 2 align="center" | 3 single-barrel Mikuni
| colspan = 2 align="center" | single-barrel Solex
| colspan = 4 align="center" | 3 single-barrel Mikuni
|-
| style="background-color:#e1e2f3;" | '''Power ([[Horsepower#Society of Automotive Engineers/SAE International|SAE]])'''
| colspan = 4 align="center" | {{Convert|31|PS|kW|0|abbr=on}} at 6,000&nbsp;rpm
| colspan = 2 align="center" | {{Convert|34|PS|kW|0|abbr=on}} at 6,000&nbsp;rpm
| colspan = 2 align="center" | {{Convert|37|PS|kW|0|abbr=on}} at 6,500&nbsp;rpm
|-
| style="background-color:#e1e2f3;" | '''Torque'''
| colspan = 2 align="center" | {{convert|3.7|kgm|Nm lbft|0|abbr=on}} at 5,000&nbsp;rpm
| colspan = 2 align="center" | {{convert|4.0|kgm|Nm lbft|0|abbr=on}} at 4,500&nbsp;rpm
| colspan = 4 align="center" | {{convert|4.2|kgm|Nm lbft|0|abbr=on}} at 4,500&nbsp;rpm
|-
| style="background-color:#e1e2f3;" | '''Top Speed'''
| colspan = 4 align="center" | {{Convert|115|km/h|mph|0|abbr=on}}
| colspan = 4 align="center" | {{Convert|120|km/h|mph|0|abbr=on}}
|-
| style="background-color:#e1e2f3;" | '''Acceleration (0→400m)'''
| colspan = 2 align="center" | 21.5&nbsp;sec
| colspan = 2 align="center" | 21.6&nbsp;sec
| colspan = 2 align="center" | 20.2&nbsp;sec
| colspan = 2 align="center" | 19.67&nbsp;sec
|-
| style="background-color:#e1e2f3;" | '''Tires'''
| colspan = 8 align="center" | 5.20 x 10 4PR
|-
|}
{{Clear}}

===Fronte Coupé (LC10W)===
{{Infobox automobile
| name = Suzuki Fronte Coupé
| image = 1973 Suzuki Fronte Coupé GXCF in Continental Maroon, front right.jpg
| caption = Fronte Coupé GXCF
| manufacturer = 
| aka = 
| model_years = 1971-1976
| assembly = 
| designer = [[Giorgetto Giugiaro]]
| class = 
| body_style = 
| layout = [[Rear-engine, rear-wheel-drive layout|Rear engine, rear wheel drive]]
| platform = 
| related = 
| engine = 356&nbsp;cc ''[[Suzuki LC10 engine#LC10W|LC10W]]'' [[Two-stroke engine|two-stroke]] [[Straight-three engine|I3]]
| transmission = 
| propulsion = 
| wheelbase = {{cvt|2010|mm|in|1}}
| length = {{cvt|2995|mm|in|1}}
| width = {{cvt|1295|mm|in|1}}
| height = {{cvt|1195|mm|in|1}}
| weight = {{cvt|500|kg|lb|0}}
| predecessor = 
| successor = [[Suzuki Cervo]]
| model_code = LC10W
}}
[[File:1973 Suzuki Fronte Coupé GXCF in Continental Maroon, rear right.jpg|thumb|left|Fronte Coupé GXCF (LC10W; rear view)]]
In September 1971 the seminal, [[Giugiaro]]-designed Fronte Coupé arrived, the predecessor to the well known [[Suzuki Cervo|Cervo]] range. Giugiaro's original concept was a revised version of the one-box design he had already used for the "Rowan Elettrica" city car of 1967. Suzuki then modified the design considerably, changing the proportions and adding ornamentation.<ref name="Meyer7"/> Based on the Stingray "LC10 II" model, the Fronte Coupé was only ever offered with the water-cooled, rear-mounted '''[[Suzuki LC10 engine#LC10W/LC20|LC10W]]''' engine. While initially only available as a two-seater, these were gradually replaced by four-seater versions. At first only two versions were available, the regular GE and the luxurious GX (or GER/GXR for models fitted with radial tires), both with a {{convert|37|PS|kW|0|abbr=on}} version of the LC10W.<ref name=nippon/> Model changes:

* February 1972 &ndash; GXF, four-seater [[2+2 (car body style)|2+2]] added. "F" signifies four seats.
* March 1972 &ndash; {{cvt|34|PS|kW|0}}, less equipped 2+2 GXPF added.
* June 1972 &ndash; Base {{cvt|31|PS|kW|0}} GAF version introduced (¥399,000). The GAF has painted bumpers and no spotlights in front, as well as chromed hubcaps rather than the sportier wheels of the better equipped models. Inside the centre console was deleted, as were several gauges, and a more pedestrian two-spoke steering wheel replaced the original sportier looking three-spoked unit. Top of the line GXCF also appears, equipped with front disc brakes, and a radial tire equipped GER.<ref name=nippon/>
* October 1972 &ndash; Two-seater versions discontinued.
* May 1974 &ndash; Only a {{cvt|35|PS|kW|0}} engine now available, due to new emissions rules. Only GXF and GXCF versions remain.
* January 1975 &ndash; the engine lid and front bumper was modified to accommodate the new, larger license plates used on kei cars.<ref name=DiceF1>{{cite web | url = https://ameblo.jp/5-dice/entry-12703768891.html | archive-url = https://web.archive.org/web/20250307052228/https://ameblo.jp/5-dice/entry-12703768891.html | archive-date = 2025-03-07 | title = フロンテクーペ生産台数の考察.1　セダンとクーペ。 | trans-title = Consideration of Fronte Coupé production numbers: 1 Sedans and Coupés | language = ja | work = 黒いダイスが俺を呼ぶ | date = 2021-10-13 }}</ref>
* June 1976 &ndash; Discontinued. In October 1977 the [[Suzuki Cervo|Cervo]] replacement arrived.

The Fronte Coupé was simply referred to as the ''Suzuki LC10W'' in export markets, where it received a {{cvt|35|PS|kW|0}} 356&nbsp;cc engine. The Fronte Coupé was resurrected in a revised and larger form as the [[Suzuki Cervo]] in October 1977, after [[Kei car]] regulations were changed in January 1976.

{{clear}}
=={{anchor|LC20}} Fronte LC20==
In July 1973 the New Fronte became the old Fronte as it was replaced by the new LC20. Its very rounded "Oval Shell" design was a radical departure from its predecessor, very much in the style of the 1970 [[Datsun Cherry#1st Generation E10 Series (1970–74)|Datsun Cherry E10]]. The underpinnings remained largely the same, however, retaining the water-cooled engines and suspension from the LC10 with a 20&nbsp;mm longer wheelbase (2030&nbsp;mm). Overall dimensions, dictated by the kei-car regulations, remained 2995×1295&nbsp;mm. The air-cooled engines were discontinued, but the engine code remained [[Suzuki LC10 engine#LC10W|LC10W]] - with the "W" denoting water-cooling. The radiator is mounted up front.<ref name="Meyer8"/> The bumpers were very small, no more than trim pieces. A strange and sour-looking front gave way to an ovoid rear end, culminating in an engine cover perforated by at least 50 vent openings. On the rear fenders two louvered vents allow air to the engine compartment; the right-hand one also opens to allow access to the fuel filler. Finally, a frameless opening rear glass provides a measure of hatchback practicality.<ref name="Meyer8"/>

A big first for Suzuki was the availability of a four-door version, lagging behind competing offerings from [[Daihatsu Max|Daihatsu]], [[Subaru Rex|Subaru]], and [[Honda Life|Honda]]. Between the two engines, two bodystyles and several different equipment levels, a confusingly large lineup was on offer: two-door GU, GD, GH, GC, GT, GT type II, and four-door FU, FD, FH, FC, FT. In July 1974 the 37&nbsp;hp GT engine was downgraded to 35&nbsp;PS, while the 34&nbsp;PS version was replaced by a 32&nbsp;PS unit. The lowest powered 32 and 34 PS models had single Solex carburetors rather than the triple units used on more powerful models.<ref>{{cite web | url = http://fronte.gr.jp/lc20/diary/060711.html | title = アカイ自動車へLC20のお見舞い |trans-title=LC20 is shown sympathy by Akai Automobiles | work = スズキフロンテ３６０cc伸間 | language = ja | date = 2006-07-11}}</ref>

On the original version, the bumpers and the vent panels on the sides were painted a light gun metal color; from 1974 on these were all body color. In 1974, the rear bumper was also revised as higher end models received a full-width chrome trim piece across the top, rather than the two vestigial chrome pieces used on the original design. Later yet, the range was rationalized and the models renamed Standard, Deluxe, and Custom.

On 30 April 1976 Suzuki presented an emissions-scrubbed version of the Fronte 360 (model code A-LC20), featuring Suzuki's Twin Catalyst (TC) System to belatedly keep emissions below the 1975 requirements.<ref name=Catvol23>{{citation | ref = JAMA23 | title = 自動車ガイドブック | trans-title = Automobile Guide Book 1976/1977 | language = ja | volume = 23 | date = 1976-10-20 | publisher = [[Japan Automobile Manufacturers Association]] | location = Japan | page = 86 | id = 0053-760023-3400 }}</ref> This version was extremely short-lived and may have only been a test-run, as only 61 examples were built.<ref name=DiceF2>{{cite web | url = https://ameblo.jp/5-dice/entry-12704797096.html | archive-url = https://web.archive.org/web/20250307054047/https://ameblo.jp/5-dice/entry-12704797096.html | archive-date = 2025-03-07 | title = フロンテクーペ生産台数の考察.2　セダンとクーペ。 | trans-title = Consideration of Fronte Coupé production numbers: 2. Sedans and Coupés | language = ja | work = 黒いダイスが俺を呼ぶ | date = 2021-10-18 }}</ref> The LC20 was taken out of production at the end of May 1976, although the LC20's doors and basic layout would continue in use for the succeeding SS10 (Fronte 7-S) series. The LC20 also entered production in both CBU and CKD in Indonesia; at first it entered as CBU units in 1974 under PT. Indonesia motor Company and then in 1976 the production of CKD units began with Suzuki's local partner PT Indomobil Group. Along with the [[Suzuki Carry#ST10|ST10 Carry]], it was the first four-wheeled Suzuki built there.<ref name=lc20>{{cite web | title = Suzuki Fronte LC20 SS20 | language = id | url = http://www.mobilmotorlama.com/2016/08/suzuki-fronte-lc20-ss20.html | archive-url = https://web.archive.org/web/20170729042238/http://www.mobilmotorlama.com/2016/08/suzuki-fronte-lc20-ss20.html | archive-date = 2017-07-29 | date = August 2016 | work = Mobil Motor Lama }}</ref> It was only built there for about a year, soon being replaced by the revised SS10.

<gallery widths=200 heights=145>
File:1973 Suzuki Fronte.jpg|1973 Suzuki Fronte
File:1973 Suzuki Fronte FC in Sebring Silver, rear right.jpg|1973 Suzuki Fronte FC (rear)
</gallery>

{{clear}}

=={{anchor|Hatch}}Fronte Hatch==
==={{anchor|LS30}} Fronte Hatch (LS30)===
In April 1973 the LS30 Fronte Hatch replaced the LS20 Suzuki Fronte Van. It used the {{cvt|28|PS|kW|0}} two-cylinder two-cycle water-cooled 359&nbsp;cc [[Suzuki FB series engine#L50|L50]] engine also seen in the [[Suzuki Carry|Carry]] and [[Suzuki Jimny|Jimny]] and was of a front-engine, rear-wheel drive layout. The Hatch was available in four equipment levels, ranging from the very basic "E" which lacked even a heater, via "B" and "D" to the range topping "T" version. Being more comfortable than the LS20 Van it replaced, the Hatch was available with headrests in both front seats and better equipped models got the same dashboard as the "Sting Ray" Fronte (albeit only with two gauges).<ref name="hatch2">{{cite web | url = http://www.geocities.jp/mx41_d/hatch55_2.html | archive-url = https://web.archive.org/web/20141225001852/http://www.geocities.jp/mx41_d/hatch55_2.html | language = ja | title = フロンテハッチ ページ2（360cc） |trans-title=Fronte Hatch page 2 (360cc) | work = ボール紙の車庫（仮）[Cardboard Box Garage] | author = ((MX41)) | archive-date = 2014-12-25 }}</ref>

{| class="wikitable collapsible collapsed" rules="all" style="float: right; border:solid 1px #1C1C1C; font-size:85%; empty-cells:show;"
|+'''Data&nbsp;table (expands)'''
! colspan = 3 width=210 style="background-color:#383d7c;color:white;font-size:115%" | Suzuki Fronte Hatch
|-
| style="background-color:#99a9ba;" | 
! style="background-color:#e1e2f3" | '''Hatch 360 (LS30)'''<ref name=keitruck/>
! style="background-color:#e1e2f3" | '''Hatch 550 (SH10)'''<ref>{{citation | editor-last1 = Costa | editor-first1 = André | editor-first2 = Georges-Michel | editor-last2 = Fraichard | date = September 1979 | title = Salon 1979: Toutes les Voitures du Monde | issue = 14 & 15 | page = 183 | publisher = l'Auto Journal | location = Paris | language = fr}}</ref>
|-
| width=115 style="background-color:#e1e2f3;" | '''Transmission'''
| colspan = 2 align="center" | [[Front-engine, rear-wheel drive layout|FR]], 4-speed manual
|-
| style="background-color:#e1e2f3;" | '''Suspension F/R'''
| colspan = 2 align="center" | [[coil spring]]s / [[Leaf spring|leaf sprung]] [[live axle]]
|-
| style="background-color:#e1e2f3;" | '''Brakes F/R'''
| colspan = 2 align="center" | [[Drum brake|drums]] / drums
|-
| style="background-color:#e1e2f3;" | '''Wheelbase'''
| align="center" | {{Convert|2005|mm|in|1|abbr=on}}
| align="center" | {{Convert|2100|mm|in|1|abbr=on}}
|-
| style="background-color:#e1e2f3;" | '''Length/width/height'''
| align="center" | 2995/1295/1380&nbsp;mm <br/> 117.9/51.0/54.3&nbsp;in
| align="center" | 3195/1365/1375&nbsp;mm <br/> 125.8/53.7/54.1&nbsp;in
|-
| style="background-color:#e1e2f3;" | '''Empty weight'''
| align="center" |  '''E''': {{convert|520|kg|lb|abbr=on}} <br/> '''B''', '''Custom''': {{convert|525|kg|lb|abbr=on}} <br/> '''D''', '''T''': {{convert|530|kg|lb|abbr=on}}
| align="center" | '''B''': {{convert|550|kg|lb|abbr=on}} <br/>'''D''', '''T''': {{convert|555|kg|lb|abbr=on}}
|-
| style="background-color:#e1e2f3;" | '''Engine'''
| align="center" | '''[[Suzuki FB series engine#L50|L50]]''' water-cooled, 2-stroke inline 2
| align="center" | '''[[Suzuki FB series engine#LJ50|LJ50]]''' water-cooled, 2-stroke inline 3
|-
| style="background-color:#e1e2f3;" | '''Compression'''
| align="center" | 7.0: 1, 6.8: 1 (1976)
| align="center" | 6.4: 1
|-
| style="background-color:#e1e2f3;" | '''Displacement'''
| align="center" | 359&nbsp;cc (61.0 x 61.5mm)
| align="center" | 539&nbsp;cc (61.0 x 61.5mm)
|-
| style="background-color:#e1e2f3;" | '''Carburetor'''
| colspan = 2 align="center" | 1 single-barrel
|-
| style="background-color:#e1e2f3;" | '''Power ([[Horsepower#Society of Automotive Engineers/SAE International|SAE]])'''
| align="center" | ''04.73-05.74'': {{cvt|28|PS|kW|0}} at 5500&nbsp;rpm<br/>''05.74-09.75'': {{cvt|26|PS|kW|0}}<br/>''09.75-06.76'': {{cvt|25|PS|kW|0}} at 5500&nbsp;rpm
| align="center" | {{cvt|25|PS|kW|0}} at 4500&nbsp;rpm
|-
| style="background-color:#e1e2f3;" | '''Torque'''
| align="center" | ''04.73-05.74'': {{cvt|3.8|kgm|Nm lbft|0}} at 5000&nbsp;rpm<br/>''05.74-09.75'': {{cvt|3.8|kgm|Nm lbft|0}} at 4500&nbsp;rpm<br/>''09.75-06.76'': {{cvt|3.7|kgm|Nm lbft|0}} at 4500&nbsp;rpm
| align="center" | {{cvt|5.1|kgm|Nm lbft|0}} at 3000&nbsp;rpm
|-
| style="background-color:#e1e2f3;" | '''Top Speed'''
| colspan = 2 align="center" | {{cvt|105|km/h|mph|0}}
|-
| style="background-color:#e1e2f3;" | '''Payload'''
| colspan = 2 align="center" | {{convert|300|kg|lb|abbr=on}}, {{convert|150|kg|lb|abbr=on}} with four passengers<br/>{{convert|200|or|100|kg|lb|abbr=on}} (1976 Custom)
|-
| style="background-color:#e1e2f3;" | '''Tires'''
| align="center" | 4.50 x 10 6PR
| align="center" | 5.00 x 10
|-
| style="background-color:#e1e2f3;" | '''Introductory prices'''
| align="center" | E: ¥351,000 B: ¥366,000 <br/> D: ¥399,000 T: ¥418,000 
| align="center" | &nbsp;
|-
|}

As for the earlier LS20 Fronte Van, the Hatch's spare tire was mounted in the engine compartment to allow for more cargo space in the rear. While marketed as the "LS30", the Hatch's chassis code remained LS20 as for its predecessor. To set it apart, chassis numbers skipped ahead to LS20-200001.

By December 1974 the car lost the "Fronte" badging, but retained the Fronte name in marketing material. Also in 1974 (May), the emissions became cleaner to match the 50年 (1975) emissions rules, but power was down to 26&nbsp;PS. The basic "E" version was dropped. The first cosmetic change the 360 series Hatch underwent was a modification of the trunklid to accept the larger license plates (330 × 165&nbsp;mm) legislated for January 1, 1975. In export markets, the vehicle was also available with rear side window panels. For the 1976 model year another horsepower was lost, as emissions rules were gradually tightened, leading to the revised model code H-LS20. The Hatch also received a new grille and more sculpted bumpers (with a stainless steel insert on the front bumper for the T and Custom), the taillights were held in place by two rather than three screws, and the C-pillar logo was altered. Suzuki also changed to a single strut for the rear gate, for improved access. A more luxurious "Custom" model was also brought out for 1976. This was somewhat lower and had a more comfortable (softer) suspension, lowering cargo capacity from {{convert|300|to|200|kg|lb|-1|abbr=on}}.<ref name="hatch2"/> Production ended in May 1976.

<gallery widths=200 heights=150>
1976 Suzuki Fronte Hatch T, front left.jpg|1976 Fronte Hatch Type T (H-LS20, marketed as the LS30)
1973 Suzuki Fronte Hatch B, rear right (Suzuki Plaza).jpg|Fronte Hatch Type B (LS30; rear)
</gallery>

==={{anchor|SH10}} Hatch 55 (SH10)===
Reflecting new Kei car rules, in July 1976 the length of the Hatch was extended to 3190&nbsp;mm (wheelbase to 2100&nbsp;mm), all ahead of the firewall. The new front and new large bumpers made what was an already odd-looking car even stranger. Now called the Suzuki Fronte Hatch 55 (or 550), it received the three-cylinder 539&nbsp;cc '''[[Suzuki FB series engine#LJ50|LJ50]]''' engine, which was a de-smogged L50 engine with an extra cylinder tacked on – this engine was also known as the '''T5A/T5B''' in other applications. The new model code was '''SH10'''. The inside remained nearly unchanged and the only differences at the rear was a new, larger bumper. Power remained 25&nbsp;PS as for late model 360 Hatches, but torque was up considerably. The lineup was again restricted to B, D, and T models, with the T receiving chromed rather than painted bumpers.

For 1979 the models were renamed Standard, Deluxe, and Super Deluxe.<ref name=Catvol25>{{citation | ref = JAMA25 | title = 自動車ガイドブック | trans-title = 1978/1979 Japanese Motor Vehicles Guide Book | language = ja | volume = 25 | date = 1978-10-10 | publisher = [[Japan Automobile Manufacturers Association]] | location = Japan | page = 203 | id = 0053-780025-3400}}</ref> The Hatch was succeeded in May 1979 by the [[Suzuki Alto#1st generation (SS30/40)|SS30 Alto]].

{{Clear}}

=={{Anchor|7-S}}Fronte 7-S (SS10/SS20)==
{{Infobox automobile
| name = Fronte 7-S
| image = Suzuki-Fronte7S.JPG
| caption = Fronte 7-S Super Deluxe (SS10)
| aka = Suzuki SS10, SS20
| assembly = [[Suzuki#Production facilities|Kosai Assembly Plant]], [[Hamana District, Shizuoka|Hamana-gun, Shizuoka]], Japan
| layout = [[RR layout]]
| engine = {{unbulleted list | 443&nbsp;cc ''[[Suzuki LC10 engine#T4A|T4A]]'' [[Two-stroke engine|2-stroke]] [[Straight-three engine|I3]] (SS10/12) | 539&nbsp;cc ''[[Suzuki FB series engine#T5A|T5A]]'' 2-stroke I3 (SS20) | 547&nbsp;cc ''[[Daihatsu A-series engine#AB|Daihatsu AB10]]'' [[Straight-twin engine|I2]] (SS11) }}
| transmission = 4-speed manual
| length = {{Convert|3190|mm|in|1|abbr=on}}
| width = {{Convert|1395|mm|in|1|abbr=on}}
| height = {{Convert|1300|mm|in|1|abbr=on}}
| weight = {{Convert|520|-|555|kg|abbr=on}}
| related = [[Suzuki Cervo#Cervo SS20 (1st generation)|Suzuki Cervo]]
| body_style = 2/4-door hatchback
| production = May 1976&ndash;April 1979
}}
[[File:1976 Suzuki Fronte 7-S Custom in Montparnasse Red Metallic, rear right.jpg|thumb|left|Fronte 7-S Custom (SS10; rear view)]]
Government plans had been made to gradually increase the [[Kei car]] engine size limit to 550 cc, to make room for cleaner four-stroke engines and to reverse the slowing Kei car sales curve. Many manufacturers responded with interim, 500&nbsp;cc models in 1976, Suzuki among them. In early June 1976 the '''Fronte 7-S''' was presented, model code '''SS10'''. As per the new regulations, it was {{cvt|100|mm|in|1}} wider than the LC20 series and had a larger engine of 443&nbsp;cc. Wheelbase remained at {{cvt|2030|mm|in|1}}, while overall length grew to {{cvt|3190|mm|in|1}} thanks to new bigger bumpers and a somewhat bulkier rear end. The more squared-off front end also allowed for a larger front luggage area.<ref name="Meyer9">[[#Meyer|Meyer]], p. 9</ref>

The '''[[Suzuki LC10 engine#T4A|T4A]]''' engine was still a three-cylinder two-stroke (simply a bored out version of the LC10), as Suzuki considered themselves experts at this configuration. The new Suzuki TC ("Two Catalyst") emissions system meant that it provisionally met the new 1975 (50[[Shōwa period|年]]) emissions standards thanks to a [[Catalytic converter#oxidation|two-way catalyst]] and a secondary air supply device.<ref name=Catvol23/> The downside was that the new engine produced a mere {{cvt|26|PS|kW|0}} at 4500&nbsp;rpm rather than the {{cvt|32|PS|kW|0}} of the 360 cc engine it replaced. The layout remained [[Rear-engine, rear-wheel drive layout|RR]], with a four-speed manual transmission.<ref>''Suzuki Fronte 7-S'' (brochure), Suzuki Motor Corporation, June 1976 (51F).</ref> "7-S" was meant to stand for '''S'''pace, '''S'''afety, '''S'''ense, '''S'''ave money, '''S'''ilent, '''S'''tamina, and '''S'''uzuki TC, not necessarily always in the same order. In January 1977, the Fronte received some light alterations including new seats, a rectangular Suzuki badge in the front grille, taillights of a new construction, and a slightly remodelled engine lid with a somewhat wider recess for the license plate. This model is sometimes referred to as the SS10-2, to tell it apart from the pre-facelift model.<ref>{{citation | ref = ss10parts | trans-title = Suzuki Parts Catalogue: Suzuki SS10 | title = Suzuki パーツカタログ: スズキ SS10 | language = ja | date = November 1978 | publisher = Suzuki Motor Corporation | id = 99000-42522 | pages = 34, 52, 67, 77}}</ref>

{| style="float:right;"  class="wikitable" width="29%"
|-
! colspan="2"|Fronte 7-S (A-SS10)
|-
| 2-door
| Standard, DeLuxe, Super DeLuxe
|-
| 4-door
| Standard*, DeLuxe, Super DeLuxe, Custom
|-
| colspan="2" align="right" style=font-size:80% | The 4-dr Standard was removed from pricelists by January 1977.
|-
|}

Suzuki's inability to fully meet the 1978 emissions regulations with the two-stroke engine compelled them to write a contract with Toyota to purchase engines from their subsidiary [[Daihatsu]], Suzuki's main competitor. Beginning in May 1977 Daihatsu's catalysed {{cvt|28|PS|kW|0}} four-stroke '''[[Daihatsu A-series engine#AB|AB10]]''' engine was installed in the '''SS11''', selling in parallel<ref name=ss1>''Suzuki Story'', pp. 66–67.</ref> with the two-stroke at a slightly higher (by ¥18,000) price.<ref name=CG201>{{cite journal | journal = Car Graphic | volume = 16 | issue = 201 | title = New Car Pricing | language = ja | publisher = Nigensha | date = December 1977 | page = 287 | location = Tokyo}}</ref> Four-strokes had a "4" logo in the grille. These were very weak sellers, offering much less torque and drivability than their two-cycle brethren.<ref>{{Cite web | author = Aoi Omote Move | title = Fronte 7-S four-stroke | publisher = Treasure Hunter | url = http://cys02663.hp.infoseek.co.jp/minorcar/suzuki/fronte7_s.htm }}</ref> Torque was {{cvt|3.9|kgm|Nm lbft|0}} at 3500&nbsp;rpm, versus {{cvt|4.6|kgm|Nm lbft|0}} in the smaller two-stroke engine. At about the same time, in an attempt at meeting the tighter 1978 (53年) emissions standards with a two-stroke, the new '''SS12''' Fronte 7-S was presented. It had a now even cleaner T4A engine called the TC53.<ref name=CG201/> "TC53" stood for '''T'''win '''C'''atalyst, year '''53''' of the [[Shōwa period|Showa era]] (1978 in the common era). This new, cleaner engine lost further power and torque though, now down to {{cvt|25|PS|kW|0}}, and still barely met the official emissions standards. A mere 6,421 SS12s were built, compared to 66,540 SS10 Frontes.<ref>[[#ss10parts|''Suzuki Parts Catalogue: Suzuki SS10'']], p. 1</ref>

[[File:1977 Suzuki SS10 Custom rear.jpg|thumb|left|Export version "Suzuki SS10 Custom" two-door (Chile)]]
The interim SS12 was replaced by the "full scale" 550&nbsp;cc '''SS20''' version presented on 27 October 1977, with a slight facelift consisting of a new grille, redesigned cladding around the C-pillars, and a new dashboard.<ref name=Catvol109>''[[#JAMA25|Automobile Guide Book 1978/1979]]'', p. 109</ref> The SS20 is equipped with the '''[[Suzuki FB series engine#T5A|T5A]]''' engine (first seen in the [[Suzuki Jimny#SJ10|Jimny]]); with 539&nbsp;cc it offered {{cvt|28|PS|kW|0}} at 5000&nbsp;rpm and {{cvt|5.3|kgm|Nm lbft|0}} at 3000&nbsp;rpm, which helped bring top speed back up from {{cvt|105|to|110|km/h|mph|0}}.<ref name="AK79">{{cite book | title = Auto Katalog 1979 | editor = Freund, Klaus | publisher = [[:de:Motor Presse Stuttgart|Vereinigte Motor-Verlage GmbH & Co. KG]] | location = Stuttgart | pages = 204–205 | volume = 22 | year = 1978}}</ref> To use up leftover four-stroke engines, the SS11 received the same facelift as the SS20, becoming the '''SS11-2'''. The SS11-2 was fairly short-lived, though, as the new T5A engine met the emissions regulations on its own and Suzuki was now able to terminate their contract with Toyota.<ref>{{Citation | first = Jack K. | last = Yamaguchi | editor-last = Lösch | editor-first = Annamaria | journal = World Cars 1979 | title = Japan: The Year of Uncertainty? | publisher = L'Editrice dell'Automobile LEA/Herald Books | location = Pelham, NY | page = 66 | year = 1979 | isbn = 0-910714-11-8}}</ref> The torque gap between the four- and the two-stroke models was widened further: while the SS11 could climb a [[Grade (slope)|slope]] of 0.34 tanα (18.8˚) the SS20 could manage 0.52 tanα (27.5˚). The production run of the SS20 was not very long either, coming to an end after just over a year and a half.<ref name=ss1/>

The Fronte 7-S was never a big seller, as it was an old design and two-stroke engines were beginning to lose favor with Japanese car buyers. The SS10 and SS20 Frontes were both clearly based on the old '''LC20''', making do with a widened LC20 chassis and using its doors and many interior parts. For the SS20 Suzuki resorted to increasingly awkward efforts to hide the LC20's curvy design with square blocks of plastic, without much success.<ref>{{cite book | title = Car Graphic: Car Archives Vol. 11, '80s Japanese Cars | publisher = Nigensha | year = 2007 | page = 142 | location = Tokyo | isbn = 978-4-544-91018-6}}</ref> Production ended in April 1979, as Suzuki was getting ready to introduce their new generation of front-wheel drive kei cars. In the few export markets where it was available, the Fronte 7‑S was simply sold as the "Suzuki SS10" and "SS20", foregoing the Fronte name. It was also built with left-hand-drive. The SS10 received an engine less burdened by emissions equipment than the Japanese market model, producing {{cvt|28|PS|kW|0}} at 4500&nbsp;rpm. It was available as the two-door FC (Custom) and the four-door GL (Deluxe).<ref>{{citation | ref = ss10man | title = Suzuki SS10: Owner's Manual | date = December 1976 | publisher = Suzuki Motor Corporation | id = 99011-70601 | pages = 4, 5, 46}}</ref>
{{Clear}}

=={{Anchor|SS30|SS40|FX}} Fronte fifth generation (SS30/SS40)==
{{Infobox automobile
| image = Suzuki Fronte FS-C (SS40S-2) in Red, front left.jpg
| name = Fronte (SS30/40)
| caption = Suzuki Fronte SS40S-2 (1981 facelift)
| production = 1979–1984
| assembly = [[Suzuki#Production facilities|Kosai Assembly Plant]], [[Hamana District, Shizuoka|Hamana-gun, Shizuoka]], [[Japan]]<br/>[[Karachi, Pakistan]]<br/>[[Nairobi, Kenya]]
| aka = {{ubl | [[Suzuki Alto]] | Suzuki FX | Maruti 800 }}
| related = [[Suzuki Cervo#SS40|Suzuki Cervo]]
| body_style = 3/5-door [[hatchback]]
| engine = {{ubl
  | 539&nbsp;cc ''[[Suzuki FB series engine#T5B|T5B]]'' [[Two-stroke engine|two-stroke]] [[Straight-three engine|I3]] (SS30)
  | 543&nbsp;cc ''[[List of Suzuki engines#F engine|F5A]]'' [[SOHC]] I3 (SS40)
  | 796&nbsp;cc ''[[List of Suzuki engines#F engine|F8B]]'' SOHC I3 (SS80)
  }}
| length = {{Convert|3195|mm|in|abbr=on}}
| width = {{Convert|1395|mm|in|abbr=on}}
| height = {{Convert|1335|mm|in|abbr=on}}
| wheelbase = {{Convert|2150|mm|in|abbr=on}}
| weight = {{Convert|570|kg|lb|abbr=on}}
| model_code = SS30S/40S/80S
}}

In May 1979 the Fronte 7-S was replaced by the new SS30/SS40 Fronte.<ref name=Catvol26>{{citation | ref = JAMA26 | title = 自動車ガイドブック | trans-title = 1979/1980 Japanese Motor Vehicles Guide Book | language = ja | volume = 26 | date = 1979-11-01 | publisher = [[Japan Automobile Manufacturers Association]] | location = Japan | page = 115 | id = 053-790026-3400}}</ref> The Fronte Hatch 55 was also discontinued; from now on the commercial versions all used the [[Suzuki Alto|Alto]] name. Alto also came to be the name used in export markets. SS30S was the two-stroke engined version of the Fronte (539 cc, three cylinders, {{cvt|28|PS|kW|0}} '''[[Suzuki FB series engine#T5B|T5B]]''') while the SS40S received a newly developed, 543&nbsp;cc four-stroke three-cylinder engine, the '''[[List of Suzuki engines#F engine|F5A]]'''. This developed {{cvt|31|PS|kW|0}} and proved very popular, soon displacing the two-stroke entirely. The T5B would no longer be available in the Fronte after May 1981. The Alto light commercials received the SS30'''V'''/SS40'''V''' designation, and considerably lower gearing since it was mainly intended for short distance inner-city use. Both the Alto and Fronte had a claimed top speed of {{cvt|110|km/h|mph|0}}.

[[File:1981 Suzuki SS80 Alto rear.jpg|thumb|left|Rear view, showing the opening rear window (Alto SS80F, Europe)]]
The new Fronte was a big step away from the SS20, making the switch from a rear-engined, rear-wheel drive configuration to a more up-to-date transversely mounted engine in front, driving the front wheels. Wheelbase was increased from 2030 to 2150&nbsp;mm and the new car was much more spacious. The four-door Fronte had an opening rear glass window, whereas the two-door Alto got a proper rear hatch. In some export markets the car was just known as the Suzuki SS40. In Europe, the Fronte (usually labelled Alto) was also sold with a 796&nbsp;cc four-stroke three ('''SS80''') from July 1981 and was 100&nbsp;mm longer, thanks to bigger bumpers. These cars also received larger 12-inch wheels. Four-doors received the SS80F chassis code, while three-door passenger versions were called SS80G. Other markets, such as Chile, received the SS80 with "Fronte 800" badging, echoing the 1960s car with [[Suzuki Fronte 800|the same name]].

In May 1980 a new, low-cost variant called FX-A or FS-A (depending on engine fitment) was added. In May 1981 the grille was revised somewhat, now extending into the headlight surrounds. This was also when the two-stroke engine was discontinued for the Fronte; it continued to be offered on the Alto until September. In October a two-speed automatic with a [[torque converter]] was added on two new models, called FS-QG and FS-QA.

In May 1983 the Fronte/Alto received a minor facelift, and now featured square headlamps and a revised, asymmetrical grille. The Fronte's engine was also mildly updated, while on the outside there were door mirrors rather than the fender-mounted ones. The valve timing was adjusted and transistor ignition was introduced, the compression ratio nudged up to 9.7:1 (from 9.5), and the EGR and catalytic converter were improved.<ref name=Catvol30>{{citation | ref = JAMA30 | title = 自動車ガイドブック | trans-title = Japanese Motor Vehicles Guide Book 1983/1984 | language = ja | volume = 30 | date = 1983-10-28 | publisher = [[Japan Automobile Manufacturers Association]] | location = Japan | page = 159 | id = 0053-830030-3400 }}</ref> Claimed power inched down to {{cvt|29|PS|kW|0}} at 6000&nbsp;rpm.<ref>''[[#JAMA30|Automobile Guide Book 1983/1984]]'', p. 237</ref> A new top version, the FS-QG, was also introduced: it featured digital instrumentation.<ref name=Catvol30/> The Alto generally outsold the Fronte at a rate of about five to two, although the Fronte remained the best selling kei passenger car into 1984.<ref name=whp19>{{cite journal | journal = [[Wheels (magazine)|Wheels]] | ref = Wh0684 | title = Japan: Minica magic | first = Yoshi | last = Hattori | page = 19 | date = June 1984 | publisher = Murray Publishers | quote = Monthly sales in February 1984 were 5500 for the Fronte and 14000 for the Alto | location = Sydney, Australia }}</ref>

From 1984 until replaced in 1986, the four-door SS80 Fronte was built in India by Maruti as the "'''800'''".

Cooper Motor Corporation (CMC) of [[Nairobi]], Kenya, also assembled the four-door SS80 in the eighties.<ref name=TAM85>{{Cite book | title = Quattroruote: Tutte le Auto del Mondo 1985 | editor = Mastrostefano, Raffaele | publisher = Editoriale Domus S.p.A | ref = TAM85 | year = 1985 | page = 225 | language = it | location = Milano | isbn = 88-7212-012-8}}</ref>

;Pricelist
{| class="wikitable" width="60%"
|-
!colspan="2"|Two-stroke ('''SS30''')
!colspan="2"|Four-stroke ('''SS40''')
|-
| FX
| ¥568,000
| FS
| ¥568,000
|-
| FX-L
| ¥638,000
| FS-L
| ¥638,000
|-
| FX-C
| ¥678,000
| FS-C
| ¥678,000
|-
| FX-G
| ¥718,000
| FS-G
| ¥718,000
|-
|colspan="4"|The [[Suzuki Alto|Alto]] was priced at a very low ¥470,000
|-
|}

===FX 800===
In Pakistan the four-door version was available with the F8B engine (800 cc, 40&nbsp;hp), and was sold as the Suzuki FX 800. The FX was sold from 1983 to 1988 when it was replaced by the SB-308 body style (also known as the [[#CB71|CB72]], which ended production in early 2020), called the Suzuki Mehran. The FX features prominently as the car driven by the protagonist in [[Mohsin Hamid]]'s debut work ''[[Moth Smoke]]''.

{{Clear}}

=={{anchor|CB71|CB72|CD72}} Fronte sixth generation (CB71/72)==
{{Infobox automobile
| image = 6th Suzuki Fronte.jpg
| name = Fronte (CB71)
| caption = Pre-facelift Fronte (CB71S)
| production = 1984-1988 (Worldwide) <br/>1988-2013 (China)<br/>1988-2018 (Pakistan; renamed "Mehran" in 1994)<br/>1983-2013 (India)
| assembly = [[Hamana District, Shizuoka|Hamana-gun, Shizuoka]], Japan<br/>[[Karachi, Pakistan]]<br/>[[Nairobi, Kenya]]<br/>[[Chongqing, China]]<br/>[[Jilin, China]]<br/>[[Zhangjiagang, Jiangsu]]<br/>[[Xi'an]], [[Shaanxi Province]]<br/>[[Gurgaon]], [[Haryana]], [[India]] ([[Maruti Suzuki|Maruti]])
| aka = Suzuki FX<br/>Maruti 800
| body_style = 3/5-door [[hatchback]]
| layout = [[Front-engine, front-wheel-drive layout|Front-engine, front-wheel-drive]]<br>[[front-engine, four-wheel-drive layout|four-wheel-drive]] (CD72S)
| engine = {{ubl
  | 543&nbsp;cc ''[[Suzuki F engine#F5A|F5A]]'' [[Straight-three engine|I3]] (SS40)
  | 543&nbsp;cc ''[[Suzuki F engine#F5A|F5A]]'' [[DOHC]] I3
  | 796&nbsp;cc ''[[Suzuki F engine#F8B|F8B]]'' I3 (SS80)
  }}
| length = {{Convert|3195|mm|in|abbr=on}}
| width = {{Convert|1395|mm|in|abbr=on}}
| height = {{Convert|1410|mm|in|abbr=on}}
| wheelbase = {{Convert|2175|mm|in|abbr=on}}
| weight = {{Convert|590|kg|lb|abbr=on}}
| model_code = CB71S/CB72S/CD72S
}}
In September 1984 the new Fronte '''CB71''' was introduced. Now only with the F5A four-stroke engine, it retained the suspension of the SS40 model ([[leaf spring]]s, [[beam axle]]). The Fronte was now a full five-door hatchback, on a wheelbase extended to {{cvt|2175|mm|in|1}}. Only the 543&nbsp;cc F5A engine was available, with the power output back up to {{cvt|31|PS|kW|0}} at 6000&nbsp;rpm. The most expensive model, the FG, received front [[disc brake]]s (the lesser versions making do with drums all around) and a 5-speed manual transmission or a 3-speed automatic. As before, the Fronte received higher gearing than the Alto, reflecting its intended usage. Top speed was {{cvt|120|km/h|mph|0}}, 2 more than the Alto.

[[File:1987 Suzuki Fronte FG 5-door in White, front left.jpg|thumb|left|Facelifted Fronte 5d '''CB72S''']]
In July 1986 the CB71 became the '''CB72''' after a rather thorough facelift. The headlights were new, of a wraparound design, and the interior was changed with a new dashboard. The main changes, however, were under the skin: the old rear suspension was replaced with Suzuki's patented ITL suspension ('''I'''solated '''T'''railing '''L'''ink).<ref name=Catvol33>{{citation | ref = JAMA33 | title = 自動車ガイドブック | trans-title = Japanese Motor Vehicles Guide Book 1986&ndash;'87 | language = ja | volume = 33 | date = 1986-10-20 | publisher = [[Japan Automobile Manufacturers Association]] | location = Japan | page = 119 | id = 0053-870034-3400 }}</ref> This [[Trailing arm|three-link rigid]] setup considerably improved the ride. In November 1987, the Fronte Wit Custom was presented - this was a special edition based on the top FG version of the Fronte, keeping that car's features such as a rotating driver's seat and variable ratio power steering, with additional standard equipment like halogen headlamps, special hubcaps, a moquette interior, and climate control (a first for the kei class).<ref name=MV42590>{{cite magazine | magazine = Motor Vehicle Magazine | title = スズキフロンテ特別仕様車ウイットカスタム | trans-title = Suzuki Fronte special edition Wit Custom | date = 1987-02-01 | volume = 37 | number = 425 | language = ja | page = 90 }}</ref>

By February 1987, the Fronte became available as a three-door, with the '''FS Twin Cam 12''' version with a {{Convert|40|PS|kW|0|abbr=on}} at 7500&nbsp;rpm, DOHC 12-valve F5A engine ('''FR''' in the five-door version). The engine had two horsepower more in the Alto; this is due to less stringent emissions standards for commercial vehicles. In August 1987 a three-speed automatic transmission became available, and lastly there was also a part-time four-wheel drive version of the five-door CB72 Fronte (the '''CD72S''', from January 1988). By September, the CB/CD72 was replaced. The [[Suzuki Cervo#Cervo CG72V/CH72V (3rd generation)|1988 Suzuki Cervo]] used the chassis, front clip and door panels from the CB/CD72 Fronte.

A slightly longer and wider version (bigger bumpered), equipped with the same 796&nbsp;cc engine as the SS80, producing {{cvt|40|PS|kW|0}} was the export model. In Europe it was sold as the Alto, in other countries as the SB308 or with the Fronte nameplate. The facelifted Fronte has also been produced (or still is being built) under license by many other manufacturers:

* Chang'an SC 7080
* Jiangbei Alto JJ 7080
* Jiangnan JNJ 7080 Alto
* [[Maruti 800]] (aka Suzuki Maruti)
* [[Suzuki Mehran]]
* Xian Alto QCJ 7080

{{Clear}}

=={{anchor|CN11S|CP11S}} Fronte seventh generation (CN11S)==
{{Infobox automobile
| image = 
| name = Fronte (CN11S)
| caption = 
| related = [[Daewoo Tico]]
| production = Oct 1988-March 1989
| assembly = [[Hamana District, Shizuoka|Hamana-gun, Shizuoka]], Japan
| layout = [[Front-engine, front-wheel-drive layout|Front-engine, front-wheel-drive]]<br>[[front-engine, four-wheel-drive layout|four-wheel-drive]] (CP11S)
| aka = 
| body_style = 5-door [[hatchback]]
| engine = 547&nbsp;cc ''[[List of Suzuki engines#F engine|F5B]]'' 12v [[Straight-three engine|I3]]
| length = {{Convert|3195|mm|in|abbr=on}}
| width = {{Convert|1395|mm|in|abbr=on}}
| height = {{Convert|1385|mm|in|abbr=on}}
| wheelbase = {{Convert|2335|mm|in|abbr=on}}
| weight = {{Convert|590|kg|lb|abbr=on}}
| model_code = CN11S/CP11S
}}
In September 1988, the new CN11S Fronte debuted. The previous generation was not as roomy as the competition due to its comparably short wheelbase, but the new version addressed this issue by having it stretched out by {{cvt|160|mm|in|1}} to {{cvt|2335|mm|in|1}}. A sleeker looking body, with rear side windows that wrapped around the edge of the roof, also helped sales. Apart from the very cheapest variants, the Fronte got front disc brakes and 12&nbsp;inch radial tyres. The Fronte also received the 547&nbsp;cc 12-valve SOHC '''F5B''' engine from the [[Suzuki Cervo#Cervo CG72V/CH72V (3rd generation)|Suzuki Cervo]], developing {{cvt|40|PS|kW|0}} at a lively 7500&nbsp;rpm. There was no three-door version this time, but a 4WD variant (CP11) was available.

{| class="wikitable" width="60%"
|-
!colspan="3"|'''CN/CP11S Pricelist''' (09.89)
|-
!Model
!Manual
!Automatic
|-
| FP
| ¥669,000
| ¥729,000
|-
| Wit
| ¥749,000
| ¥809,000
|-
| We've
| ¥839,000
| ¥899,000
|-
| FL
| ¥895,000 (5MT)
| ¥935,000
|-
| FI 4WD
| ¥875,000
|  -
|-
|}

And then, only six months later, Suzuki's longest running nameplate was laid to rest. When Japanese tax laws for vehicles in the ''[[Kei car#History of regulations|kei]]'' class were changed in April 1989, ''kei'' commercial vehicles were no longer quite as favored as before. But, since the Alto had long had a much larger market share than the Fronte, it was decided to drop the Fronte name and focus marketing efforts on the Alto, which now became available as a five-door and three-door sedan as well as a three-door van. With the 796&nbsp;cc engine, the CN11S Fronte was built in China as the Anchi 6330. The CN11 was never exported to Europe, as they received the [[Suzuki Cervo#Cervo Mode (4th generation)|Cervo Mode]] (labelled as an Alto) instead. However, South Korea's Daewoo built the car under license as the [[Daewoo Tico|Tico]], and this model saw a great deal of sales particularly in Eastern Europe.

==References==
{{Reflist|30em}}
{{Commons category}}

* ''Auto Katalog 1978''. Vereinigte Motor-Verlage GmbH & Co KG: Stuttgart, 1977
* {{cite book | author = Ozeki, Kazuo | title = Suzuki Story: Small Cars, Big Ambitions | publisher = Miki Press | year = 2007 | language = ja | location = Tokyo | isbn = 978-4-89522-503-8}}
* {{cite web | ref = xs4 | last = Schaefers | first = Martin | url = http://www.xs4all.nl/~mjs/suzukik.html | title = History of Suzuki Kei Jidosha | publisher = Far East Auto Literature | access-date = 2009-08-08}}
* ''Tutte le Auto del Mondo '''TAM 77/78'''''. Quattroruote/Editoriale Domus: Milano, 1977.

{{Suzuki vehicles}}
{{Suzuki Vehicles 1955-89}}
{{Suzuki timeline 1980 to 2009}}

[[Category:Suzuki vehicles|Fronte]]
[[Category:Front-wheel-drive vehicles]]
[[Category:Rear-engined vehicles]]
[[Category:Kei cars]]
[[Category:Sedans]]
[[Category:Cars introduced in 1962]]
<!-- [[Category:1960s cars]] not needed because [[WP:SUBCAT]] says [[Category:Cars introduced in 1962]] overrides it -->
[[Category:1970s cars]]
[[Category:1980s cars]]
[[Category:Cars discontinued in 1989]]
[[Category:1960s cars]]
[[Category:Coupés]]
[[Category:Hatchbacks]]
[[Category:Station wagons]]
[[Category:Vans]]